Vehicle energy storage compartment for improved crashworthiness

ABSTRACT

A compartment for storing an energy source in a vehicle having a protective outer structure and an inner structure. The protective outer structure is maintained in position relative to the vehicle during normal operation of the vehicle. The inner structure, which holds the energy source, is positioned in the outer structure. The inner structure is maintained in position relative to the outer structure and relative to the vehicle during normal operation of the vehicle. During an impact to the vehicle, the inner structure is configured to move independent of the outer structure.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority and the benefit of U.S. patentapplication Ser. No. 17/569,785 filed Jan. 6, 2022 entitled Vehicle FuelTank for Improved Crashworthiness, which claims priority and the benefitof U.S. Pat. No. 11,247,828 filed Jul. 8, 2019 entitled Vehicle FuelTank for Improved Crashworthiness, which claims priority and the benefitof U.S. Pat. No. 10,343,833 filed May 13, 2018 entitled Vehicle FuelTank for Improved Crashworthiness, which claims priority and benefit ofU.S. Pat. No. 10,000,328 filed May 11, 2017 entitled Vehicle Fuel Tankfor Improved Crashworthiness, all of which are incorporated by referenceherein in their entirety.

FIELD OF THE INVENTION

The present invention is directed to a compartment for storing fuel oran energy source in motor vehicles, including, but not limited to, cars,busses and heavy duty trucks. More particularly, the invention isdirected to a compartment for storing fuel an energy source in which,during an impact to the vehicle, an inner structure moves independent ofa protective outer structure and the vehicle allowing a portion of theenergy or the forces associated with the impact to be absorbed by theouter structure, reducing the energy or force transferred to the innerstructure.

BACKGROUND OF THE INVENTION

It is generally known that in configuring a motor vehicle with a fueltank or an energy source, it is important to prevent the fuel tank or anenergy source from damage and spillage during the crash. There areseveral strategies that have been employed in automotive design to meetthose desires and requirements.

Those strategies include, but are not limited to, placing the fuel orenergy source container, compartment or tank away from the perimeter ofthe vehicle, ensuring crush space is provided to absorb crash energybefore the compartment is affected, constructing the container,compartment or tank of materials that are not easily cut or torn,applying shields in areas of the container, compartment or tank that maybe vulnerable, routing all supply lines in protected areas and providingthe filler with a check valve to prevent leakage. In addition, manycontainer, compartment or tank are positioned in large cages orstructures which are designed to absorb the impact of a crash or event.Other than attempting to absorb the impact, known systems do not use theenergy of the impact to move the container, compartment or tank axiallyand/or radially to a position in which the fuel tank is moved furtherfrom the point of impact, out of the path of the impact or protected bythe chassis of the vehicle.

Automobiles and light trucks must pass standards for fuel tank leakagein all mandated crash tests that range from frontal impacts to sideimpacts to rear impacts. However, these standards do not require thatthe fuel tanks be movable away from the frame of the vehicle during acollision or other such event. In addition, heavy trucks other thanschool buses have no federal requirements for crash testing to show aminimum level of crashworthiness of the fuel system.

Currently, most manufacturers of heavy trucks mount thin wall aluminumor steel tanks to the outside of the frame rails for carrying fuel. Dueto the location and construction of the fuel tanks in heavy trucks, thetank is exposed to crushing during various crash events, resulting in anincreased possibility of fuel spillage, fire and explosion. These risksare a known hazard in fuel storage areas of vehicles and are consideredsignificant if there is an accident causing an object, such as, but notlimited to, debris from an accident, guide rail or other vehiclecomponents, to penetrate the fuel tank.

Rupturing of fuel tanks is believed to be a common reason for fires orexplosions. Conventional fuel tanks sometimes rupture with resultingfires and explosions from the atomization of the fuel from their fueltanks. Some of these ruptures are caused by punctures of the tank fromdirect contact with sharp objects during or after the collision. Even ifno puncture occurs, the impacts to fuel tanks and impact forcestransmitted to the fuel tanks from accidents may cause failure of theseams or parent material of conventional fuel tanks resulting in arupture and a fuel leak.

It would be desirable to provide a container, compartment or tank forstoring fuel or energy source in a vehicle which overcomes the problemsstated above. It would also be desirable to provide a container,compartment or tank for storing fuel or energy source which manages theenergy generated by an impact to the vehicle, thereby improvingcrashworthiness and reducing the occurrence of container, compartment ortank failure, fuel spillage, fire and/or explosion.

SUMMARY OF THE INVENTION

An object is to provide a fuel tank which improves crashworthiness andreduces the occurrence of container or tank failure.

An object is to provide a container or tank which reduces or preventsspillage, fire and/or explosion.

An embodiment is directed to a compartment for storing an energy sourcein a vehicle. The compartment includes a first structure and a secondstructure. The first structure is maintained in position relative to thevehicle during normal operation of the vehicle. The second structure,which holds energy source, is positioned proximate the first structure.The second structure is maintained in position relative to the firststructure and relative to the vehicle during normal operation of thevehicle. During an impact to the vehicle, the second structure isconfigured to move independent of the first structure i) in a directionwhich is horizontal or lateral to the direction of a longitudinal axisof the vehicle, ii) in a direction which is vertical or perpendicular tothe direction of the longitudinal axis of the vehicle, iii) in adirection which is in line with the longitudinal axis of the vehicle,iv) rotationally about a horizontal axis, v) rotationally about a firstvertical axis, vi) rotationally about a second vertical axis, or vii) ina direction which is a combination of any or all of i), ii, iii), iv),v) and/or vi).

An embodiment is directed to a container for storing an energy sourcefor use in a vehicle. The container includes a protective outerstructure and an inner structure. The protective outer structure ismaintained in position relative to the vehicle during normal operationof the vehicle. The inner structure holds the energy source and ispositioned in the outer structure. The inner structure is maintained inposition relative to the outer structure and relative to the vehicleduring normal operation of the vehicle. During an impact to the vehicle,the inner structure moves independent of the outer structure and thevehicle, allowing the inner structure to be moved axially and/orradially relative to the outer structure and the vehicle to a positionin which the inner structure is moved further from the point of impact,out of the path of the impact or protected by a chassis of the vehicleand/or the outer structure. During the impact to the vehicle, themovement of the inner structure independent of the outer structure andthe vehicle allows a portion of the energy or the forces associated withthe impact to be absorbed by the outer structure, reducing the energy orforce transferred to the inner structure.

Other features and advantages of the present invention will be apparentfrom the following more detailed description of the preferredembodiment, taken in conjunction with the accompanying drawings whichillustrate, by way of example, the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an illustrative container, compartmentor tank according the present invention.

FIG. 2 is an end view of the container, compartment or tank of FIG. 1 .

FIG. 3 is an exploded perspective view of the container, compartment ortank of FIG. 1 , illustrating an outer shell, a crush sleeve and aninner shell.

FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 1 .

FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 1 .

FIG. 6 a is a side view of an illustrative vehicle with the container,compartment or tank of FIG. 1 mounted thereto.

FIG. 6 b is a side view of an illustrative autonomous vehicle with thecontainer, compartment or tank of FIG. 1 mounted thereto.

FIG. 7 is a cross-sectional view similar to that of FIG. 5 , with ahazard control material provided between the inner shell and the outershell.

FIG. 8 is a perspective view of a check valve for use with thecontainer, compartment or tank.

FIG. 9 is a perspective view of a second illustrative container,compartment or tank according to the present invention.

FIG. 10 is an exploded perspective view of the container, compartment ortank of FIG. 9 , illustrating an outer shell and an inner shell.

FIG. 11 is a cross-sectional view taken along line 11-11 of FIG. 9 .

FIG. 12 is a cross-sectional view taken along line 12-12 of FIG. 9 .

FIG. 13 is a cross-sectional view taken along line 13-13 of FIG. 9 ,with a hazard control material provided between the inner shell and theouter shell.

FIG. 14 is a perspective view of a third illustrative container,compartment or tank according to the present invention.

FIG. 15 is an exploded view of the container, compartment or tank ofFIG. 14 , illustrating an outer shell, an inner shell and a crushsleeve.

FIG. 16 is a cross-sectional view taken along line 16-16 of FIG. 14 .

FIG. 17 is a cross-sectional view taken along line 17-17 of FIG. 14 .

FIG. 18 is a cross-sectional view taken along line 18-18 of FIG. 14 ,with a hazard control material provided between the inner shell and theouter shell.

DETAILED DESCRIPTION OF THE INVENTION

The description of illustrative embodiments according to principles ofthe present invention is intended to be read in connection with theaccompanying drawings, which are to be considered part of the entirewritten description. In the description of embodiments of the inventiondisclosed herein, any reference to direction or orientation is merelyintended for convenience of description and is not intended in any wayto limit the scope of the present invention. Relative terms such as“lower,” “upper,” “horizontal,” “vertical,” “above,” “below,” “up,”“down,” “top” and “bottom” as well as derivative thereof (e.g.,“horizontally,” “downwardly,” “upwardly,” etc.) should be construed torefer to the orientation as then described or as shown in the drawingunder discussion. These relative terms are for convenience ofdescription only and do not require that the apparatus be constructed oroperated in a particular orientation unless explicitly indicated assuch. Terms such as “attached,” “affixed,” “connected,” “coupled,”“interconnected,” and similar refer to a relationship wherein structuresare secured or attached to one another either directly or indirectlythrough intervening structures, as well as both movable or rigidattachments or relationships, unless expressly described otherwise.Moreover, the features and benefits of the invention are illustrated byreference to the preferred embodiments. Accordingly, the inventionexpressly should not be limited to such preferred embodimentsillustrating some possible non-limiting combination of features that mayexist alone or in other combinations of features, the scope of theinvention being defined by the claims appended hereto.

Referring now to the drawings wherein like reference characters refer tolike and corresponding parts throughout the several views, there isshown in FIGS. 1 through 6 a compartment for storing energy source orfuel or a container for storing fuel exemplified as a fuel tank 10 for amotor vehicle 11 (FIGS. 6 a and 6 b ), such as, but not limited to, acar, bus, tractor of a tractor trailer truck, other heavy trucks, boats,airplanes or other types of vehicles. While one fuel tank 10 is shown,other numbers of fuel tanks may be used without departing from the scopeof the invention. Fuel is any component or substance which is an energysource for a motor vehicle, including, but not limited to, compressednatural gas, liquefied natural gas, liquefied petroleum gas, hydrogen,diesel, biodiesel, methane, methanol, biobutanol, dimethyl ether,ammonia, renewable hydrocarbon biofuels, batteries, and fuel cells.

As best shown in FIGS. 3 through 5 , the fuel tank 10 includes a firstor protective outer structure, casing, shell or tank 12, a deformablestructure or crush sleeve 14 and a second or inner structure, casing,shell or tank 16 which is configured to hold the fuel or energy source.While the protective outer shell 12, the crush sleeve 14 and the innershell 16 are shown as cylindrical members in the illustrativeembodiment, other shapes and configurations may be used withoutdeparting from the scope of the invention.

The protective outer shell 12 has a cylindrical side wall 20 and endwalls or caps 22. One or both end walls 22 are attached to the side wall20 after the crush sleeve 14 and inner shell 16 have been insertedtherein. In the illustrative embodiment shown, a fuel receiving opening24 and a fuel dispensing opening (not shown) extends through the sidewall 20. The side wall 20 may be made in one continuous piece with noseam or may be made by forming sheet material into a cylindrical memberand joining the ends in any conventional manner, such as by a series ofcontinuous welds. The end walls 22 are joined to the side wall 20 in anyconventional manner, such as by a series of continuous welds. The sidewall 20 and end walls 22 may be made from any material having thestrength characteristics desired, including, but not limited to,aluminum, steel and cross-linked polyethylene. The side wall 20 and endwalls 22 of the protective outer shell 12 form an outer tank.

In the illustrative embodiment shown, the crush sleeve 14 has acylindrical side wall 30 and end caps 32. However, the crush sleeve 14can be of various configurations without departing from the scope of theinvention. For example, spokes, fins or honeycombs may be provided toproperly position and maintain the inner shell 16 in the outer shell 12.

In the illustrative embodiment shown, a fuel receiving opening 34 and afuel dispensing opening (not shown) extends through the side wall 30.The side wall 30 may be made in one continuous piece with no seam or maybe made by forming sheet material into a cylindrical member and joiningthe ends of the sheet in any conventional manner, such as by a series ofcontinuous welds. The side wall 30 may be made from any material havingthe strength characteristics desired, including, but not limited to,steel, cross-linked polyethylene and carbon fiber reinforced composite.

In the illustrative embodiment shown, the crush sleeve 14 has acorrugated surface 36 which extends essentially the entire length of thecrush sleeve 14. The corrugated surface 36 include a plurality ofelongate ridge structures or corrugations 38 formed in the material ofthe crush sleeve 14. Corrugated surface 36 advantageously change thestrength and rigidity of the crush sleeve 14. The change in strength orrigidity may be increased or decreased depending upon the structure ofthe corrugated surface 36. Furthermore, corrugated surface 36 providesspacing between the outer shell 12 and the inner shell 16, as will bemore fully described.

The plurality of corrugations 38 may be elongated ridges, or raisedportions, of the crush sleeve 14. Thus, each respective elongate ridgestructure or corrugation 38 defines a major longitudinal axis andextends longitudinally across the crush sleeve 14. Further, eachrespective elongate ridge or corrugation 38 of the plurality is spacedapart from adjacent elongate ridges of the plurality at predeterminedintervals to form the corrugated surface 36. Thus, a plurality ofregions 40 (e.g., valley or troughs) are defined between the respectiveelongate ridge corrugations 38. It should be noted that a corrugation 38need not extend across the entire length of crush sleeve 14 and thecorrugations 38 are not limited to the exemplary configuration andorientation shown.

The raised corrugations 38 may be of a generally periodic pattern,meaning that they repeat at regular predetermined intervals. Inaccordance with various aspects of the present disclosure, specificdetails and features of the corrugation design and pattern can serve tosignificantly enhance functionality of the crush sleeve 14 and improveperformance of the crush sleeve 14 under impact or event, such as, butnot limited to, a collision, crash or accident.

As best shown in FIGS. 4 and 5 , each elongated ridge or corrugation 38has a top wall 42 and a pair of two side walls 44. In some exampleembodiments, the side walls 44 may be oriented at an angle in relationto the top wall 42. In other examples, the side walls 44 may beperpendicular with respect to the top wall 42. The width and height ofthe top wall 42 and side walls 44 may vary according to the particularstrength characteristics desired.

For example, the width and height of the top wall 42 and side wall 44may be increased or reduced to change or tune the amount of energyabsorbed during impact. The corrugated surface designs in accordancewith certain aspects of the present teachings may reduce the propensityfor local cracks or failure under concentrated impact load. In variousaspects, the present disclosure contemplates superior corrugationprofiles and designs by optimizing relationships between elongatedridge/corrugation width, corrugation height, material thickness, spacingbetween elongated ridges/corrugations, wall angles, and the like. Forexample, the thickness may be increased strategically at variouslocations on the corrugation to help provide structural support to areassubjected to especially high stress, where mechanical failure mayotherwise occur.

The nonlinear configuration of the crush sleeve 14 provides additionalstrengthening thereby enhancing the ability of the crush sleeve 14 toprovide additional integrity to the fuel tank 10 and to provideadditional crush resistance for the inner shell 16. The nonlinearconfiguration also allows for forces applied thereto to be betterdissipated over the entire surface of the crush sleeve 14, therebypreventing lateral forces from being transferred directly to the innershell 16 during an impact. During a less severe impact, the energydistributed to the corrugations 38 of the regions 40 or the impactenergy is dissipated or stored elastically, thus reducing theprobability of failure during a less severe impact.

The width, the height and the periodic shape of the corrugations 38 maybe determined using computer modeling such as computer-aided engineeringsimulations and experiments. The programs may assist with optimizinggeometrical parameters for the corrugation geometry by balancing theheight, widths and thickness of the support structure in considerationof the material properties. The programs may assist with optimizing theheight, width at the top, wall angle, curvature of the impact surface,and an increase in thickness in localized areas to create a desiredbalance between the stiffness and impact performance of the corrugatedregion 40.

In various embodiments, the corrugations 38 may further includestrategically thickened areas or thickened regions for structuralsupport, which improve impact resistance. The thickened regions may beincluded in the top wall 42, side walls 44, the corners where the topwall 42 is joined to the side walls 44, or any combination thereof.Other strengthening features, such as, but not limited to, bevels mayalso be provided.

In various embodiments, the top wall 42 of each corrugation 38 may bearced or curved. The curvature on the top wall 42, allowing the centerarea to be the first region to contact the inner shell 16 in the eventof an impact, thus storing energy before the corner area contact theinner shell 16, allowing the radius of curvature to deflect the impactand distribute the load across more than one point on the top wall 42.Additionally, the corners may be rounded.

The inner shell 16 has a cylindrical side wall 60 and end walls or caps62. In the illustrative embodiment shown, a fuel receiving opening 64and a fuel dispensing opening (not shown) extends through the side wall60. The side wall 60 may be made in one continuous piece with no seam ormay be made by forming sheet material into a cylindrical member andjoining the ends in any conventional manner, such as by a series ofcontinuous welds. The end walls 62 are joined to the side wall 60 in anyconventional manner, such as by a series of continuous welds. The sidewall 60 and end walls 62 may be made from any material which will notdegrade or fail when exposed to the fuel or energy source which isstored in the inner shell 16, such as, but not limited to, steel,aluminum, polyethylene or neoprene.

The inner shell 16 may be made of rigid, semi-rigid or elastic material.The side wall 60 and end walls 62 of the inner shell 16 form an innertank. The inner shell 16 has an outer diameter DI which is smaller thanthe inner diameter DO of the outer shell 12. The inner shell may includebaffles or one or more sub compartments, which may be interconnected orisolated from each other. When fully assembled, the inner shell ismaintained in position, for example, but not limited to centered,relative to the outer shell 12 and is held in place by the crush sleeve14.

While the outer shell 12, crush sleeve 14 and inner shell 16 have acylindrical configuration in the embodiment shown, other configurationmay be used without departing from the scope of the invention.

In various embodiments, crush sleeve 14 (including end caps 32), innershell 16 (including end caps 62) and/or outer shell 12 (including endcaps 22) may have a coating or layer provided thereon to allow the crushsleeve 14 to engage or contact the inner shell 16 and/or outer shell 12during normal use without exposing the inner shell 16 and/or outer shell12 to excessive wear or degradation. Such coating may include, but isnot limited to, polymer, metallic, ceramic or other substances.Alternatively, the crush sleeve 14 (including end caps 32), inner shell16 (including end caps 62) and/or outer shell 12 (including end caps 22)may be bonded by welding, adhesive or other means to prevent movementand wear during normal use.

An inlet pipe or tube 70 (FIG. 2 ) is secured to the fuel tank 10 andextends through fuel receiving openings 24, 34, 64. The inlet tube 70may be secured to the fuel tank 10 in any known manner. The inlet tube70 is for the purpose of introducing the desired fuel into therespective tank 10. The inlet tube may be secured to the fuel tank 10 atvarious locations, including, but not limited to, near the rearward endof the tank 10. A fuel feed tube or pipe 72 extends through the fueldispensing openings of the fuel tank 10 for the purpose of feeding thefuel to the engine of the vehicle. The feed tube or pipe 72 may belocated at various locations, including, but not limited to, near theforward end of the tank 10.

In the illustrative embodiments shown, the tanks 10 are adapted to behorizontally attached to the truck or vehicle so that the plane of thelongitudinal axis of the tank 10 is essentially parallel to the plane ofthe longitudinal axis of the truck or vehicle. It should be understoodthat the location and orientation of tank 10 may vary based on variousfactors, including, but not limited to, the space available for thetanks 10 and the desired capacity of the tank 10.

When the vehicle or truck is operating under normal conditions (noimpact caused by a collision, crash or accident has occurred), the innershell 16 is maintained in position, for example, but not limited tocentered, in the outer shell 12 as previously described. However, duringan impact, such as caused by a collision, crash or accident, the forceof the impact may cause the inner shell 16 to move relative to the outershell 12.

The outer shell 12 of the fuel tank 10 is mounted to the vehicle usingknown methods, such as, but not limited to, bolts, welding and straps.The positioning of the fuel tank on the vehicle may vary depending onthe configuration of the vehicle. Such locations include, but are notlimited to, on the side of the vehicle, under the vehicle or on top ofthe vehicle, or between the frame rails of the vehicle. In variousapplications, the outer shell 12 may be mounted in such a manner toallow for the partial release of the outer shell 12 when a force isapplied or transmitted to the fuel tank 10 due to an impact. This allowsthe fuel tank 10 to be moved axially and/or radially relative to thechassis to a position in which the fuel tank is moved further from thepoint of impact, out of the path of the impact or protected by thechassis of the vehicle.

In operation the outer shell 12 is mounted to the vehicle as described.The inner shell 16 is not attached to the outer shell 12. Instead, inthe illustrative embodiment shown, the inner shell 16 rests on the crushsleeve 14. The crush sleeve 14 is also not attached to the outer shell12. Instead, in the illustrative embodiment shown, the crush sleeve 14rests on the outer shell 12. The crush sleeve 14 and inner shell 16 aredimensioned such that when assembled, the inner shell 16 engages thecrush sleeve 14 to prevent the movement of the inner shell 16 relativeto the crush sleeve 14 during normal operation. The crush sleeve 14 andouter shell 12 are dimensioned such that when assembled, the crushsleeve 14 engages the outer shell 12 to prevent the movement of thecrush sleeve 14 relative to the outer shell 12 during normal operation.

While the crush sleeve 14 and inner shell 16 are captured by outer shell12 and prevented from movement relative to the vehicle and the outershell 12 during normal operation, the crush sleeve 14 and inner shell 16may move independent of the vehicle and/or the outer shell 12 during animpact or event. This allows a portion of the energy or the forcesassociated with an impact to be absorbed outer shell 12 and the crushsleeve 14, thereby reducing the energy or force transferred to the innershell 16.

The inner shell 16 is movable relative to the vehicle and the outershell 12 during the impact, thereby allowing the inner shell 16 to moveinside the outer shell 12. In addition, in various embodiments, theouter shell 12 is movable relative to the vehicle during an impact. Thisallows the inner shell 16 of the fuel tank 10 to be moved axially and/orradially relative to the chassis of the vehicle to a position in whichthe inner shell 16 is moved further from the point of impact, out of thepath of the impact or protected by the chassis of the vehicle and/or theouter shell 12 and the crush sleeve 14. The movement of the inner shell16 relative to the vehicle and the outer shell 12 and the crush sleeve14 may be, but is not limited to, i) in a direction which is horizontalor lateral to the direction of the longitudinal axis of the vehicle, ii)in a direction which is vertical or perpendicular to the direction ofthe longitudinal axis of the vehicle, iii) in a direction which is inline with the longitudinal axis of the vehicle, iv) rotationally aboutthe x axis, v) rotationally about the y axis, vi) rotationally about thez axis, or vii) in a direction which is a combination of any or all ofi), ii, iii), iv), v) and/or vi). This allows the inner shell 16 to have6 degrees of freedom via the movement and distortion of the outer shell12 and the crush sleeve 14.

As previously described, the outer shell 12 and the crush sleeve 14absorb a percentage of the energy or forces associated with the impactor event. The outer shell 12 and crush sleeve 14 also provide additionalresistance to punctures or tears, as the outer shell 12 and crush sleeve14 are made from material having sufficient strength to resist orinhibit the puncture or tearing thereof. As the outer shell 12 and crushsleeve 14 form a continuous shield around the inner shell 16, the innershell is protected. In addition, as the inner shell 16 is movable ordisplaced relative to the outer shell 12 and the crush sleeve 14 awayfrom the point of impact during an impact, the inner shell 16 is allowedto be moved away from any object or protrusion which extends through theouter shell 12 and crush sleeve 14 at or near the point of impact,thereby preventing or inhibiting sharp objects or protrusions fromcontacting the inner shell 16. Instead, the protrusions engage the outershell 12 and the crush sleeve 14. As the inner shell 16 is protected bythe outer shell 12 and crush sleeve 14, the risk of failure of the innershell 16 is reduced.

The fuel tank 10 described herein absorbs and manages the energy createdby an impact or event to manipulate or move the inner shell 16 to aposition in which the inner shell 16 is less prone to failure during orafter the impact or event thereby improving crashworthiness and reducingthe occurrence of tank failure, fuel spillage, fire and/or explosion.

In alternate illustrative embodiments, the outer shell 12, crush sleeve14 and/or inner shell 16 may also have energy dissipating/absorbingmaterial, such as, but not limited to, aluminum, polymer or ferrousmaterial attached thereto. The energy dissipating/absorbing materialprovides additional protection to the fuel tanks, as the energydissipating/absorbing material further isolates the forces associatedwith the impact or event from reaching or damaging the inner shell 16.

In alternate illustrative embodiments, the crush sleeve 14 may be madefrom non-corrugated materials. For example, the crush sleeve 14 may bemade from one or more foam members which provide energy absorption inthe event of an impact. The energy absorbing characteristics of foammembers serve to dissipate energy transferred during the impact so thatinner shell 16 is less likely to be damaged. To provide the energyabsorbing characteristics, the foam members may be made of a closed cellfoam, such as PU (Polyurethane), Epoxy-Foam and PMI(Polymethacrylimide). However, it should be appreciated that other typesof materials, such as an open cell foam or other impact absorbingmaterials and structures (e.g. honeycomb structures), can be used tomake foam members.

In alternate illustrative embodiments, the space 80 between the innershell 16 and the outer shell 12 may also include a hazard controlmaterial 82 in addition to the crush sleeve 14. The fuel tank 10 may beconfigured to release the hazard control material 82 in response to ahazard condition (for example, an impact) such that the fuel or energysource is less hazardous or rendered substantially harmless. The hazardcontrol material 82 may include a fire extinguishant or fire suppressantmaterial. As a result of an impact, which causes the inner shell 16 tofail, the hazard control material 82 interacts with the fuel to control,suppress or extinguish any combustion associated with the release of thefuel and vapors from the inner shell 16. In this way, the probability ofcreating a fireball in the fuel tank is reduced and the risks associatedwith operation of the vehicle are decreased.

The space 80 may be configured to accommodate sufficient hazard controlmaterial 82 according to the anticipated hazard. The space 80 mayinclude one or more separate sub compartments, or interconnectedsemi-separate sub compartments. In addition, the space 80 may compriseany appropriate materials to accommodate the hazard control material 82.For example, the inner shell 16, crush sleeve 14 and outer shell 12 maycomprise or be lined with materials that do not react to the hazardcontrol material 82 or provide a shield around the hazard controlmaterial 82. The inner shell 16 and/or outer shell 12 may be configuredto fail or open in a specific location upon impact to facilitate thecontrolled release of the fuel and the hazard control material 82 intothe surrounding environment, thereby minimizing or preventing therelease of atomized fuel. For example, a check valve 90 (FIG. 8 ), suchas, but not limited to, a spring loaded check valve, may be provided inthe inner shell 16. The check valve 90 operates in a known manner tomaintain the fuel in the inner shell 16 during normal operatingconditions. In the event of an impact, the spring loaded check valve 90is configured to open and release the fuel if a threshold pressureinside the inner shell 16 is exceeded. This facilitates the controlledrelease of the fuel during an impact. Consequently, the hazard controlmaterial 82 may be positioned proximate to the spring loaded check valve90 for maximum efficiency.

The hazard control material 82 may include a substantially solidmaterial such as granular material or a powder, as well as asubstantially fluid material such as liquids, gases and vapors. Thehazard control material 82 may comprise a material in various phasessimultaneously. In addition, the hazard control material 82 may includemultiple materials.

In use, during an impact, the inner shell 16 may rupture or fail,causing the fuel to be released from the inner shell 16, generating thehazard condition. However, the fuel contacts, mixes and reacts with thehazard control material 82, allowing the hazard control material 82 tomitigate the hazard presented by the fuel following the trigger event.

The outer shell 12 and crush sleeve 14 form a protective area, cage orsupport area which provides a crush zone to protect the inner shell 16by absorbing and dissipating the energy associated with an impact. Theuse of the support structure provides both impact and tearing protectionfor the inner shell 16. The outer shell 12 and crush sleeve 14 alsoallows mounting of additional energy absorbing devices or structures asneeded.

A series of virtual dynamic impact tests (“drop tests”) were conductedon the embodiment shown in FIGS. 1 through 6 to simulate a 30 foot dropof the tank onto a rigid surface and the deformation, stress andequivalent plastic strain immediately after the impact of the tank withthe ground was measured. The following Table 1 shows the maximum valuesof each quantity for the following conditions: 1) standard saddle tankfrom a semi-tractor, empty; 2) standard saddle tank from a semi-tractor,95% full; 3) fuel tank according the description above, empty; and 4)fuel tank according the description above, 95% full.

TABLE 1 Results Summary of Load Conditions Von Mises Stress (ksi)Equivalent Plastic Strain Load Condition Maximum Allowable F.S. MaximumAllowable F.S. 1 Outer Tank 33.5 45 1.34 0.049 0.17 3.47 2 Outer Tank33.6 45 1.34 0.134 0.17 1.27 3 Outer Tank 34.1 45 1.32 0.154 0.17 1.10Inner Tank 39.1 52.9 1.35 0.057 0.20 3.51 4 Outer Tank 31.3 45 1.440.133 0.17 1.28 Inner Tank 38.6 52.9 1.37 0.121 0.20 1.65

As is shown in the table, the factor of safety increases for stress andstrain when under load conditions 3 and 4 (fuel tank as describedherein) when compared with load conditions 1 and 2 (known standardsaddle tank). Additionally, the factor of safety of the inner shell isgreater than that of the outer shell or tank, indicating that the fueltank as described and claimed herein is safer against breaches of thetank, as the tank has higher margins against material failure.

Referring to FIGS. 9 through 13 , an alternate compartment for storingfuel or container for storing fuel exemplified as an alternate fuel tank110 is shown for a motor vehicle 11 (FIGS. 6 a and 6 b ), such as, butnot limited to, a car, bus, tractor of a tractor trailer truck, otherheavy trucks, boats, airplanes or other types of vehicles. While onefuel tank 110 is shown, other numbers of fuel tanks may be used withoutdeparting from the scope of the invention. Fuel is any component orsubstance which is an energy source for a motor vehicle, including, butnot limited to, compressed natural gas, liquefied natural gas, liquefiedpetroleum gas, hydrogen, diesel, biodiesel, methane, methanol,biobutanol, dimethyl ether, ammonia, renewable hydrocarbon biofuels,batteries, and fuel cells.

As best shown in FIG. 10 , the fuel tank 110 includes a first orprotective outer casing, shell or tank 112 and a second or inner casing,shell or tank 116 which is configured to hold the fuel or energy sourceduring normal operation. While the protective outer shell 112 and theinner shell 116 are shown as cylindrical members in the illustrativeembodiment, other shapes and configurations may be used withoutdeparting from the scope of the invention.

The protective outer shell 112 has a cylindrical side wall 120 and endwalls or caps 122. One or both end walls 122 are attached to the sidewall 120 after the inner shell 116 has been inserted therein. In theillustrative embodiment shown, a fuel receiving opening 124 and a fueldispensing opening (not shown) extend through the side wall 120. Theside wall 120 may be made in one continuous piece with no seam or may bemade by forming sheet material into a cylindrical member and joining theends in any conventional manner, such as by a series of continuouswelds. The end walls 122 are joined to the side wall 120 in anyconventional manner, such as by a series of continuous welds. The sidewall 120 and end walls 122 are rigid, inflexible and/or inelastic andmay be made from any material having the strength characteristicsdesired, including, but not limited to, aluminum, steel and cross-linkedpolyethylene. The side wall 120 and end walls 122 of the protectiveouter shell 112 form an outer tank.

The inner shell 116 may be made of rigid, semi-rigid or elasticmaterial. The inner shell 116 has a cylindrical side wall 160 and endwalls or caps 162. In the illustrative embodiment shown, the end walls162 have a curved, radiused or arcuate configuration wherein the centerof the end walls 162 is positioned proximate to or in engagement withthe end walls 122. However, the end walls 162 may have otherconfigurations, such as, but not limited to straight and may includeribbed or bellow regions.

In the illustrative embodiment shown, a fuel receiving opening 164 and afuel dispensing opening (not shown) extend through the side wall 160.The side wall 160 may be made in one continuous piece with no seam ormay be made by forming sheet material into a cylindrical member andjoining the ends in any conventional manner, such as by a series ofcontinuous welds. The end walls 162 are joined to the side wall 160 inany conventional manner, such as by a series of continuous welds. Theside wall 160 and end walls 162 are rigid, semi-rigid or elastic and maybe made from any material having the strength characteristics desiredand which will not degrade or fail when exposed to the fuel or energysource which is stored in the inner shell 116, such as, but not limitedto, steel, aluminum, polyethylene or neoprene.

The side wall 160 and end walls 162 of the inner shell 116 form an innertank which is configured to hold the fuel or energy source during normaloperation of the vehicle. As shown in FIG. 12 , the side wall 160 of theinner shell 116 has an outer diameter DO which is smaller than the innerdiameter DI of the side wall 120 of the outer shell 112. Consequently, aspace 180 is provided between the side wall 160 of the inner shell 116and the side wall 120 of the outer shell 112. As shown in FIG. 11 , thelength of the inner shell 116, as measured between the end caps 162proximate to the side wall 160, is less than the length of the outershell 112, as measured between the end caps 122. Consequently, a space181 is provided between each end wall 162 of the inner shell 116 and theend wall 122 of the outer shell 112.

The inner shell 116 may include baffles (not shown) or one or more subcompartments, which may be interconnected or isolated from each other.When fully assembled, the inner shell 116 is maintained in position, forexample, but not limited to, centered, relative to the outer shell 112and is held in place by the cooperation of the projections, ridges orpeaks 176 of bellow regions 174 with the outer shell 112, as will bemore fully described.

The inner shell 116 has one or more cylindrical bellow regions 174 whichextend circumferentially around portions of the side wall 160. In theillustrative embodiment shown, the bellow regions 174 are spacedperiodically along the length of the inner shell 116, with a respectivebellow region 174 positioned proximate each end wall 162. However, thebellow regions 174 may be spaced or positioned in other areas withoutdeparting from the scope of the invention.

Each bellow region 174 has one or more ribs 175 with projections, peaksor ridges 176 and valleys 178. The ridges 176 and valleys 178 act ashinge lines to allow the ribs 175 and bellow region 174 to contract,collapse or fold upon the application of a force, to allow the bellowregions 174 to act as a deformable crush zone, as will be more fullydescribed. In the embodiment shown, the ribs 175 have roundedprojections, peaks or ridges 176 and rounded valleys 178. However, otherconfigurations of the projections, peaks or ridges 176 and valleys 178may be provided.

In the illustrative embodiment shown, the projections, peaks or ridges176 have a larger diameter than the side wall 160, thereby allowing theridges 176 to project beyond the side wall 160. This allows the ridges176 to engage the side wall 120 of the outer shell 112, therebymaintaining the positioning of the inner shell 116 in the outer shell112 when in the operating position as the vehicle is operating undernormal conditions. In the embodiment shown, the inner shell 116 iscentered in the outer shell 112 by the ridges 176. The valleys 178 havea smaller diameter than the side wall 160. However, other configurationsof the ridges 176 and valleys 178 may be used.

In various embodiments, inner shell 116 (including the side wall 160 andthe end caps 162) and/or outer shell 112 (including the side wall 120and the end caps 122) may have a coating or layer provided thereon toallow the inner shell 116 to engage or contact the outer shell 112during normal use without exposing the inner shell 116 and/or outershell 112 to excessive wear or degradation. Such coating may include,but is not limited to, polymer, metallic, ceramic or other substances.Alternatively, the inner shell 116 (including the side wall 160 and theend caps 162) and the outer shell 112 (including the side wall 120 andthe end caps 122) may be bonded by welding, adhesive or other means toprevent movement and wear during normal use.

An inlet pipe or tube is secured to the fuel tank 110 and extendsthrough fuel receiving openings 124, 164. The inlet tube may be securedto the fuel tank 110 in any known manner. The inlet tube is for thepurpose of introducing the desired fuel into the inner shell 116 of thetank 110. The inlet tube may be secured to the fuel tank 110 at variouslocations, including, but not limited to, near the rearward end of thetank 110. A fuel feed tube or pipe extends through the fuel dispensingopenings of the fuel tank 110 for the purpose of feeding the fuel to theengine of the vehicle. The feed tube or pipe may be located at variouslocations, including, but not limited to, near the forward end of thetank 110.

In the illustrative embodiment shown, the tank 110 is adapted to behorizontally attached to the truck or vehicle so that the plane of thelongitudinal axis of the tank 110 is essentially parallel to the planeof the longitudinal axis of the truck or vehicle. It should beunderstood that the location and orientation of tank 110 may vary basedon various factors, including, but not limited to, the space availablefor the tank 110 and the desired capacity of the tank 110.

When the vehicle or truck is operating under normal conditions (noimpact caused by a collision, crash or accident has occurred), the innershell 116 is maintained in position by the engagement of the ridges 176of the ribs 175 of the bellow regions 174 with the outer shell 112. Thediameter of the ridges 176 is approximate to or slightly greater thanthe inside diameter DI of the outer shell 112, thereby allowing theridges 176 to be placed in frictional or compression engagement with theouter shell 112. This provides a sufficient force to maintain the innershell 116 in position relative to the outer shell 112 when the vehicleand fuel tank 110 are operating under normal conditions. As previouslydescribed, in the illustrative embodiment shown, the inner tank 116 iscentered in the outer shell 112. In this position, the side wall 160 ofthe inner shell 116 and the side wall 120 of the outer shell 112 areseparated by space 180. In addition, portions of the end walls 162 ofthe inner shell 116 proximate the side wall 160, and the end walls 122of the outer shell 112 proximate side wall 120 are separated by space181. However, during an impact, such as caused by a collision, crash oraccident, the force of the impact may be sufficient to overcome theforce between the ridges 176 and the outer shell 112 and may cause theinner shell 116 to move relative to the outer shell 112.

The outer shell 112 of the fuel tank 110 is mounted to the vehicle usingknown methods, such as, but not limited to, bolts, welding and straps.The positioning of the fuel tank on the vehicle may vary depending onthe configuration of the vehicle. Such locations include, but are notlimited to, on the side of the vehicle, under the vehicle or on top ofthe vehicle, or between the frame rails of the vehicle. In variousapplications, the outer shell 112 may be mounted in such a manner toallow for the release of the outer shell 112 when a force is applied ortransmitted to the fuel tank 110 due to an impact. This allows the fueltank 110 to be moved axially and/or radially relative to the chassis toa position in which the fuel tank 110 is moved further from the point ofimpact, out of the path of the impact or protected by the chassis of thevehicle.

While the inner shell 116 is captured by outer shell 112 and inhibitedor prevented from movement relative to the vehicle during normaloperation, the inner shell 116 may move independent of the vehicleand/or the outer shell 112 during an impact or event.

During an impact, if the force of the impact transferred to the fueltank 110 is larger than the force holding the inner shell 116 inposition relative to the outer shell 112, the inner shell 116 will moverelative to the outer shell 112. This movement is facilitated by thespaces 180, 181 provided between the outer shell 112 and the inner shell116. This allows a portion of the energy or the forces associated withan impact to be absorbed by the outer shell 112, thereby reducing theenergy or force transferred to the inner shell 116.

The inner shell 116 is movable relative to the vehicle and the outershell 112 during the impact, thereby allowing the inner shell 116 tomove inside the outer shell 112. This allows the inner shell 116 of thefuel tank 110 to be moved axially and/or radially relative to the outershell 112 of the fuel tank 110. In addition, in various embodiments, theouter shell 112 is movable relative to the vehicle during an impact.This allows the inner shell 116, along with the outer shell 112, of thefuel tank 110 to be moved axially and/or radially relative to thechassis of the vehicle to a position in which the inner shell 116 ismoved further from the point of impact, out of the path of the impact orprotected by the chassis of the vehicle and/or the outer shell 112. Themovement of the inner shell 116 relative to the vehicle and the outershell 112 may be, but is not limited to, i) in a direction which ishorizontal or lateral to the direction of the longitudinal axis of thevehicle, ii) in a direction which is vertical or perpendicular to thedirection of the longitudinal axis of the vehicle, iii) in a directionwhich is in line with the longitudinal axis of the vehicle, iv)rotationally about the x axis, v) rotationally about the y axis, vi)rotationally about the z axis, or vii) in a direction which is acombination of any or all of i), ii, iii), iv), v and/or vi). Thisallows the inner shell 116 to have 6 degrees of freedom via the movementand distortion of the outer shell 112.

As previously described, the outer shell 112 absorbs a percentage of theenergy or forces associated with the impact or event. The outer shell112 also provides additional resistance to punctures or tears, as theouter shell 112 is made from material having sufficient strength toresist or inhibit the puncture or tearing thereof. As the outer shell112 forms a continuous shield around the inner shell 116, the innershell 116 is protected. In addition, as the inner shell 116 is movableor displaced relative to the outer shell 112 away from the point ofimpact during an impact, the inner shell 116 is allowed to be moved awayfrom any object or protrusion which extends through the outer shell 112at or near the point of impact, thereby preventing or inhibiting sharpobjects or protrusions from contacting the inner shell 116. Instead, theprotrusions engage the outer shell 112. As the inner shell 116 isprotected by the outer shell 112, the risk of failure of the inner shell116 is reduced.

The fuel tank 110 described herein absorbs and manages the energycreated by an impact or event to manipulate or move the inner shell 116to a position in which the inner shell 116 is less prone to failureduring or after the impact or event, thereby improving crashworthinessand reducing the occurrence of tank failure, fuel spillage, fire and/orexplosion.

If impact forces are transferred to the inner shell 116, the deformablecrush zone or bellow regions 174 of the inner shell 116 are designed tocontract, collapse or fold in a predictable and controlled manner,thereby absorbing energy and preventing the failure or puncture of theinner tank 116. This designed or controlled collapse of the deformablecrush zone or the bellow regions 174 protects other areas of the innertanks 116 from failure. The configuration, thickness and spacing of theribs 175 of the bellow regions 174 can be altered to accommodatedifferent forces associated with impact. As the bellow regions 174 areconfigured to absorb energy associated with the impact, the bellowregions 174 may be strengthened to inhibit or prevent failure of thebellow regions 174 and the inner tank 116.

In addition, if impact forces are transferred to the inner shell 116,the radiused end walls 162 of the inner shell 116 are designed tocontract, collapse or fold in a predictable and controlled manner,thereby absorbing energy and preventing the failure or puncture of theinner tank 116. This designed or controlled collapse of the radiused endwalls 162 protects other areas of the inner tanks 116 from failure. Theconfiguration or curvature of the radiused end walls 162 can be alteredto accommodate different forces associated with impact.

A spring loaded check valve 90 (FIG. 8 ) may be provided in the innershell 116. The spring loaded check valve 90 operates in a known mannerto maintain the fuel in the inner shell 116 during normal operatingconditions. In the event of an impact, the spring loaded check valve 90is configured to open and release the fuel if a threshold pressureinside the inner shell 116 is exceeded, for example, but not limited to,when the bellows regions 174 collapse. This facilitates the controlledrelease of the fuel during an impact.

In alternate illustrative embodiments, the outer shell 112 and/or innershell 116 may also have energy dissipating/absorbing material, such as,but not limited to, aluminum, polymer or ferrous material attachedthereto. The energy dissipating/absorbing material provides additionalprotection to the fuel tanks, as the energy dissipating/absorbingmaterial further isolates the forces associated with the impact or eventfrom reaching or damaging the inner shell 116.

In alternate illustrative embodiments, the space 180 and/or the space181 between the inner shell 116 and the outer shell 112 may also includea hazard control material 182. The fuel tank 110 may be configured torelease the hazard control material 182 in response to a hazardcondition (for example, an impact) such that the fuel is less hazardousor rendered substantially harmless. The hazard control material 182 mayinclude a fire extinguishant or fire suppressant material. As a resultof an impact, which causes the inner shell 116 to fail, the hazardcontrol material 182 interacts with the fuel to control, suppress orextinguish any combustion associated with the release of the fuel andvapors from the inner shell 116. In this way, the probability ofcreating a fireball in the fuel tank is reduced and the risks associatedwith operation of the vehicle are decreased.

The space 180 and/or the space 181 may be configured to accommodatesufficient hazard control material 182 according to the anticipatedhazard. The space 180 and/or the space 181 may include one or moreseparate sub compartments or interconnected semi-separate subcompartments. In addition, the space 180 and/or the space 181 maycomprise any appropriate materials to accommodate the hazard controlmaterial 182. For example, the inner shell 116 and outer shell 112 maycomprise or be lined with materials that do not react to the hazardcontrol material 182 or provide a shield around the hazard controlmaterial 182. The inner shell 116 and/or outer shell 112 may beconfigured to fail or open in a specific location, such as at the checkvalve 90, upon impact to facilitate the controlled release of the fueland the hazard control material 182 into the surrounding environment,thereby minimizing or preventing the release of atomized fuel.Consequently, the hazard control material 182 may be positionedproximate to the specific location or the spring loaded check valve 90for maximum efficiency.

The hazard control material 182 may include a substantially solidmaterial such as granular material or a powder, as well as asubstantially fluid material such as liquids, gases and vapors. Thehazard control material 182 may comprise a material in various phasessimultaneously. In addition, the hazard control material 182 may includemultiple materials.

In use, during an impact, the inner shell 116 may rupture or fail,causing the fuel or energy source to be released from the inner shell116, generating the hazard condition. However, the fuel contacts, mixesand reacts with the hazard control material 182, allowing the hazardcontrol material 182 to mitigate the hazard presented by the fuelfollowing the trigger event.

The outer shell 112 forms a protective area, cage or support area whichprovides a crush zone to protect the inner shell 116 by absorbing anddissipating the energy associated with an impact. The use of the outershell 112 provides both impact and tearing protection for the innershell 116. The outer shell 112 also allows mounting of additional energyabsorbing devices or structures as needed.

Referring to FIGS. 14 through 18 , an alternate compartment for storingfuel or container for storing fuel exemplified as an alternate fuel tank210 is shown for a motor vehicle 11 (FIGS. 6 a and 6 b ), such as, butnot limited to, a car, bus, tractor of a tractor trailer truck, otherheavy trucks, boats, airplanes or other types of vehicles. While onefuel tank 210 is shown, other numbers of fuel tanks may be used withoutdeparting from the scope of the invention. Fuel is any component orsubstance which is an energy source for a motor vehicle, including, butnot limited to, compressed natural gas, liquefied natural gas, liquefiedpetroleum gas, hydrogen, diesel, biodiesel, methane, methanol,biobutanol, dimethyl ether, ammonia, renewable hydrocarbon biofuels,batteries, and fuel cells.

The fuel tank 210 includes a first or protective outer casing, shell ortank 212, a crush sleeve 214 and a second or inner casing, shell or tank216 which is configured to hold the fuel or energy source. While theprotective outer shell 212, the crush sleeve 214 and the inner shell 216are shown as cylindrical members in the illustrative embodiment, othershapes and configurations may be used without departing from the scopeof the invention. While the illustrative embodiment shows and describesthe crush sleeve 214, the crush sleeve 214 may be omitted withoutdeparting from the scope of the invention.

The protective outer shell 212 has a cylindrical side wall 220 and endwalls or caps 222. One or both end walls 222 are attached to the sidewall 220 after the crush sleeve 214 and inner shell 216 have beeninserted therein. In the illustrative embodiment shown, a fuel receivingopening 224 and a fuel dispensing opening (not shown) extends throughthe side wall 220. The side wall 220 may be made in one continuous piecewith no seam or may be made by forming sheet material into a cylindricalmember and joining the ends in any conventional manner, such as by aseries of continuous welds. The end walls 222 are joined to the sidewall 220 in any conventional manner, such as by a series of continuouswelds. The side wall 220 and end walls 222 may be made from any materialhaving the strength characteristics desired, including, but not limitedto, aluminum, steel and cross-linked polyethylene. The side wall 220 andend walls 222 of the protective outer shell 212 form an outer tank.

In the illustrative embodiment shown, the crush sleeve 214 has acylindrical side wall 230 and end caps 232. However, the crush sleeve214 can be of various configurations without departing from the scope ofthe invention. For example, spokes, fins or honeycombs may be providedto properly position and maintain the inner shell 216 in the outer shell212.

In the illustrative embodiment shown, a fuel receiving opening 234 and afuel dispensing opening (not shown) extends through the side wall 230.The side wall 230 may be made in one continuous piece with no seam ormay be made by forming sheet material into a cylindrical member andjoining the ends of the sheet in any conventional manner, such as by aseries of continuous welds. The side wall 230 may be made from anymaterial having the strength characteristics desired, including, but notlimited to, steel, cross-linked polyethylene and carbon fiber reinforcedcomposite.

In the illustrative embodiment shown, the crush sleeve 214 has acorrugated surface 236 which extends essentially the entire length ofthe crush sleeve 214. The end caps 232 also have corrugated surfaces.The corrugated surface 236 include a plurality of elongate ridgestructures or corrugations 238 formed in the material of the crushsleeve 214. Corrugated surface 236 advantageously change the strengthand rigidity of the crush sleeve 214. The change in strength or rigiditymay be increased or decreased depending upon the structure of thecorrugated surface 236. Furthermore, corrugated surface 36 providesspacing between the outer shell 212 and the inner shell 216, as will bemore fully described. The plurality of corrugations 238 are similar tocorrugations 38 previously described.

The nonlinear configuration of the crush sleeve 214 provides additionalstrengthening thereby enhancing the ability of the crush sleeve 214 toprovide additional integrity to the fuel tank 210 and to provideadditional crush resistance for the inner shell 216. The nonlinearconfiguration also allows for forces applied thereto to be betterdissipated over the entire surface of the crush sleeve 214, therebypreventing lateral forces from being transferred directly to the innershell 216 during an impact. During a less severe impact, the energydistributed to the corrugations 238 or the impact energy is dissipatedor stored elastically, thus reducing the probability of failure during aless severe impact.

The inner shell 216 may be made of rigid, semi-rigid or elasticmaterial. The inner shell 216 has a cylindrical side wall 260 and endwalls or caps 262. In the illustrative embodiment shown, the end walls262 have a curved, radiused or arcuate configuration wherein the centerof the end walls 262 is positioned proximate to or in engagement withthe end walls 222. However, the end walls 262 may have otherconfigurations, such as, but not limited to straight and may includeribbed or bellow regions.

In the illustrative embodiment shown, a fuel receiving opening 264 and afuel dispensing opening (not shown) extend through the side wall 260.The side wall 260 may be made in one continuous piece with no seam ormay be made by forming sheet material into a cylindrical member andjoining the ends in any conventional manner, such as by a series ofcontinuous welds. The end walls 262 are joined to the side wall 260 inany conventional manner, such as by a series of continuous welds. Theside wall 260 and end walls 262 are rigid, semi-rigid or elastic and maybe made from any material having the strength characteristics desiredand which will not degrade or fail when exposed to the fuel or energysource which is stored in the inner shell 216, such as, but not limitedto, steel, aluminum, polyethylene or neoprene.

The side wall 260 and end walls 262 of the inner shell 216 form an innertank which is configured to hold the fuel or energy source during normaloperation of the vehicle. As shown in FIG. 17 , the side wall 260 of theinner shell 216 has a diameter D1 which is smaller than the diameter D2of the side wall 230 of the crush sleeve 214 and the diameter D3 of theside wall 220 of the outer shell 212. Consequently, a space 280 isprovided between the side wall 260 of the inner shell 216 and the sidewall 220 of the outer shell 212. As shown in FIG. 16 , the length of theinner shell 216, as measured between the end caps 262 proximate to theside wall 260, is less than the length of the crush sleeve 214, asmeasured between the end caps 232. Consequently, a space 281 is providedbetween each end wall 262 of the inner shell 216 and the end wall 232 ofthe crush sleeve 214.

When fully assembled, the inner shell 216 is maintained in position, forexample, but not limited to, centered, relative to the outer shell 212and the crush sleeve 214 and is held in place by the cooperation of theprojections, ridges or peaks 276 of bellow regions 274 and sealed jacket290 with the crush sleeve 214 and the cooperation of the corrugatedsurface 236 of the crush sleeve 214 with the outer shell 212, as will bemore fully described.

The inner shell 216 has one or more cylindrical bellow regions 274 whichextend circumferentially around portions of the side wall 260. In theillustrative embodiment shown, the bellow regions 274 are positionedproximate either end wall 162 of the inner shell 216. However, thebellow regions 274 may be spaced or positioned in other areas withoutdeparting from the scope of the invention.

Each bellow region 274 has one or more ribs 275 with projections, peaksor ridges 276 and valleys 278. The ridges 276 and valleys 278 act ashinge lines to allow the ribs 275 and bellow region 274 to contract,collapse or fold upon the application of a force, to allow the bellowregions 274 to act as deformable crush zones, as will be more fullydescribed. In the embodiment shown, the ribs 275 have roundedprojections, peaks or ridges 276 and rounded valleys 278. However, otherconfigurations of the projections, peaks or ridges 276 and valleys 278may be provided.

In the illustrative embodiment shown, the projections, peaks or ridges276 have a larger diameter than the side wall 260, thereby allowing theridges 276 to project beyond the side wall 260. This allows the ridges276 to engage the crush sleeve 214, thereby maintaining the positioningof the inner shell 216 in the crush sleeve 214 and the outer shell 212when in the operating position as the vehicle is operating under normalconditions. The valleys 278 have a smaller diameter than the side wall260. However, other configurations of the ridges 276 and valleys 278 maybe used.

The inner shell 216 has one or more cylindrical sealed bladders orjackets 290 which extend circumferentially around portions of the sidewall 260. In the illustrative embodiment shown, one sealed bladder orjacket 290 is positioned proximate the center of the inner shell 216.However, several sealed bladders or jackets 290 may be spaced orpositioned in other areas without departing from the scope of theinvention.

In the illustrative embodiment shown, the sealed jacket 290 has a largerdiameter than the side wall 260, thereby allowing the sealed jacket 290to project beyond the side wall 260. This allows the sealed jacket 290to engage the crush sleeve 214, thereby maintaining the positioning ofthe inner shell 216 in the crush sleeve 214 when in the operatingposition as the vehicle is operating under normal conditions.

In the embodiment shown, the inner shell 216 is centered in the crushsleeve 214 the by the ridges 276 and the sealed jacket 290. In addition,end walls 262 of the inner shell 216 cooperate with the end caps 232 ofthe crush sleeve 214 and the end wall 222 of the outer shell 212 toproperly position the inner shell 216 in the crush sleeve 214.

The inner shell 216 has a burst disk or check valve 292, as shown inFIG. 15 . The valve 292 operates in a known manner to maintain the fuelin the inner shell 216 during normal operating conditions. In the eventof an impact, the valve 292 is configured to open and release the fuelif a threshold pressure inside the inner shell 216 is exceeded. Thisfacilitates the controlled release of the fuel during an impact. In theillustrative embodiment shown, the valve 292 is positioned under thesealed jacket 290, whereby the controlled release of the fuel during animpact occurs into the sealed jacket 290. This allows additional volumefor the fuel to flow. In addition, as the sealed jacket 290 is sealed tothe inner shell 219, the fuel released into the sealed jacket 290 willbe retained in the sealed jacket 290, thereby minimizing or preventingthe release of atomized fuel into the surrounding environment, therebyreducing the probability of creating a fireball in the fuel tank andreducing the risks associated with operation of the vehicle. A hazardcontrol material 294, similar to that previously described, may also beprovided in the sealed jacket.

In various embodiments, the inner shell 216 (including the side wall 260and the end caps 262), the outer shell 212 (including the side wall 220and the end caps 222) and the crush sleeve 214 (including the side wall230 and the end caps 232) may have a coating or layer provided thereonto allow the inner shell 216, the outer shell 212 and the crush sleeve214 to engage or contact each other during normal use without exposingthe inner shell 216, outer shell 212 and or crush sleeve 214 toexcessive wear or degradation. Such coating may include, but is notlimited to, polymer, metallic, ceramic or other substances.Alternatively, the inner shell 216, outer shell 212 and or crush sleeve214 may be bonded by welding, adhesive or other means to preventmovement and wear during normal use.

When the vehicle or truck is operating under normal conditions (noimpact caused by a collision, crash or accident has occurred), the innershell 216 is maintained in position by the engagement of the ridges 276of the ribs 275 of the bellow regions 274 with the crush sleeve 214. Thecrush sleeve 214 is maintained in position by the engagement of thecorrugated surface 236 with the outer shell 212. The diameter of theridges 276 is approximate to or slightly greater than the insidediameter DI of the crush sleeve 214, thereby allowing the ridges 276 tobe placed in frictional or compression engagement with the crush sleeve214. This provides a sufficient force to maintain the inner shell 216 inposition relative to crush sleeve 214 when the vehicle and fuel tank 210are operating under normal conditions. As previously described, in theillustrative embodiment shown, the inner tank 216 is centered in thecrush sleeve 214. In this position, the side wall 260 of the inner shell216 and the side wall 230 of the crush sleeve 214 are separated by space280. In addition, portions of the end walls 262 of the inner shell 216proximate the side wall 260, and the end walls 232 of the crush sleeve214 proximate side wall 230 are separated by space 281. However, duringan impact, such as caused by a collision, crash or accident, the forceof the impact may be sufficient to overcome the force between the ridges276 and the outer shell 212 and may cause the inner shell 216 to moverelative to the crush sleeve 214. The movement of the crush sleeve 214relative to the outer shell 212 is similar to that described withrespect to FIGS. 1 through 5 .

The outer shell 212 of the fuel tank 210 is mounted to the vehicle usingknown methods, such as, but not limited to, bolts, welding and straps.The positioning of the fuel tank on the vehicle may vary depending onthe configuration of the vehicle. Such locations include, but are notlimited to, on the side of the vehicle, under the vehicle or on top ofthe vehicle, or between the frame rails of the vehicle. In variousapplications, the outer shell 212 may be mounted in such a manner toallow for the release of the outer shell 212 when a force is applied ortransmitted to the fuel tank 210 due to an impact. This allows the fueltank 210 to be moved axially and/or radially relative to the chassis toa position in which the fuel tank 210 is moved further from the point ofimpact, out of the path of the impact or protected by the chassis of thevehicle.

While the inner shell 216 is captured by the crush sleeve 214 and theouter shell 212 and inhibited or prevented from movement relative to thevehicle during normal operation, the inner shell 216 may moveindependent of the vehicle, the outer shell 212 and/or the crush sleeve214during an impact or event.

During an impact, if the force of the impact transferred to the fueltank 210 is larger than the force holding the inner shell 216 inposition relative to the outer shell 212 and/or the crush sleeve 214,the inner shell 216 will move relative to the outer shell 212 and/or thecrush sleeve 214. This movement is facilitated by the spaces 280, 281provided between the outer shell 212 and the crush sleeve 214. Thisallows a portion of the energy or the forces associated with an impactto be absorbed by the outer shell 212 and/or the crush sleeve 214,thereby reducing the energy or force transferred to the inner shell 216.

The inner shell 216 is movable relative to the vehicle, the outer shell212, and/or the crush sleeve 214 during the impact, thereby allowing theinner shell 216 to move inside the outer shell 212 and/or the crushsleeve 214. This allows the inner shell 216 of the fuel tank 210 to bemoved axially and/or radially relative to the outer shell 212 and/or thecrush sleeve 214 of the fuel tank 210. In addition, in variousembodiments, the outer shell 212 is movable relative to the vehicleduring an impact. This allows the inner shell 216, along with the outershell 212 and/or the crush sleeve 214, of the fuel tank 210 to be movedaxially and/or radially relative to the chassis of the vehicle to aposition in which the inner shell 216 is moved further from the point ofimpact, out of the path of the impact or protected by the chassis of thevehicle, the outer shell 212 and/or the crush sleeve 214. The movementof the inner shell 216 relative to the vehicle, the outer shell 212and/or the crush sleeve 214 may be, but is not limited to, i) in adirection which is horizontal or lateral to the direction of thelongitudinal axis of the vehicle, ii) in a direction which is verticalor perpendicular to the direction of the longitudinal axis of thevehicle, iii) in a direction which is in line with the longitudinal axisof the vehicle, iv) rotationally about the x axis, v) rotationally aboutthe y axis, vi) rotationally about the z axis, or vii) in a directionwhich is a combination of any or all of i), ii, iii), iv), v and/or vi).This allows the inner shell 216 to have 6 degrees of freedom via themovement and distortion of the outer shell 212 and/or the crush sleeve214.

As previously described, the outer shell 212 and/or the crush sleeve 214absorbs a percentage of the energy or forces associated with the impactor event. The outer shell 212 and/or the crush sleeve 214 also providesadditional resistance to punctures or tears, as the outer shell 212 andthe crush sleeve 214 are made from material having sufficient strengthto resist or inhibit the puncture or tearing thereof. As the outer shell212 and the crush sleeve 214 form a continuous shield around the innershell 216, the inner shell 216 is protected. In addition, as the innershell 216 is movable or displaced relative to the outer shell 212 and/orthe crush sleeve 214 away from the point of impact during an impact, theinner shell 216 is allowed to be moved away from any object orprotrusion which extends through the outer shell 212 and the crushsleeve 214 at or near the point of impact, thereby preventing orinhibiting sharp objects or protrusions from contacting the inner shell216. Instead, the protrusions engage the outer shell 212 and/or thecrush sleeve 214. As the inner shell 216 is protected by the outer shell212 and the crush sleeve 214, the risk of failure of the inner shell 216is reduced.

The fuel tank 210 described herein absorbs and manages the energycreated by an impact or event to manipulate or move the inner shell 216to a position in which the inner shell 216 is less prone to failureduring or after the impact or event, thereby improving crashworthinessand reducing the occurrence of tank failure, fuel spillage, fire and/orexplosion.

If impact forces are transferred to the inner shell 216, the deformablecrush zone or bellow regions 274 of the inner shell 216 are designed tocontract, collapse or fold in a predictable and controlled manner,thereby absorbing energy and preventing the failure or puncture of theinner tank 216. This designed or controlled collapse of the deformablecrush zone or the bellow regions 274 protects other areas of the innertanks 216 from failure. The configuration, thickness and spacing of theribs 275 of the bellow regions 274 can be altered to accommodatedifferent forces associated with impact. As the bellow regions 274 areconfigured to absorb energy associated with the impact, the bellowregions 274 may be strengthened to inhibit or prevent failure of thebellow regions 274 and the inner tank 216.

In addition, if impact forces are transferred to the inner shell 216,the radiused end walls 262 of the inner shell 216 are designed tocontract, collapse or fold in a predictable and controlled manner,thereby absorbing energy and preventing the failure or puncture of theinner tank 216. This designed or controlled collapse of the radiused endwalls 262 protects other areas of the inner tanks 216 from failure. Theconfiguration or curvature of the radiused end walls 262 can be alteredto accommodate different forces associated with impact.

The inner shell 216 may have a burst disk or check valve 292, as shownin FIG. 15 . The valve 292 operates in a known manner to maintain thefuel in the inner shell 216 during normal operating conditions. In theevent of an impact, the valve 292 is configured to open and release thefuel if a threshold pressure inside the inner shell 216 is exceeded.This facilitates the controlled release of the fuel during an impact. Inthe illustrative embodiment shown, the valve 292 is positioned under thesealed jacket 290, whereby the controlled release of the fuel during animpact occurs into the sealed jacket 290. This allows additional volumefor the fuel to flow. In addition, as the sealed jacket 290 is sealed tothe inner shell 219, the fuel released into the sealed jacket 290 willbe retained in the sealed jacket 290, thereby minimizing or preventingthe release of atomized fuel into the surrounding environment, therebyreducing the probability of creating a fireball in the fuel tank andreducing the risks associated with operation of the vehicle.

The burst disk or check valve 292 may be provided in the inner shell 216and operates in a known manner to maintain the fuel in the inner shell216 during normal operating conditions. In the event of an impact, thevalve 292 is configured to open and release the fuel if a thresholdpressure inside the inner shell 216 is exceeded, for example, but notlimited to, when the bellows regions 274 collapse. This facilitates thecontrolled release of the fuel during an impact.

In alternate illustrative embodiments, the outer shell 212 and/or innershell 216 may also have energy dissipating/absorbing material, such as,but not limited to, aluminum, polymer or ferrous material attachedthereto. The energy dissipating/absorbing material provides additionalprotection to the fuel tanks, as the energy dissipating/absorbingmaterial further isolates the forces associated with the impact or eventfrom reaching or damaging the inner shell 216.

In alternate illustrative embodiments, the space 280 and/or the space281 between the inner shell 216 and the crush sleeve 214 and between thecrush sleeve 214 and the other shell 212 may also include a hazardcontrol material 282. The hazard control material 282 an operation aresimilar to that previously described.

The invention, as shown and described with respect to the illustrativeembodiment, provides a fuel tank to improve crashworthiness of thevehicle by reducing the occurrence of tank failure, fuel spillage, fireand/or explosion during and after a collision or similar event, whilestill providing a sufficient range for the vehicle. The fuel tank allowsthe energy associated with an event to be managed, such as by allowingthe inner shell to be pushed or moved axially and/or radially by theenergy of the impact of a collision or similar event to a position inwhich the inner shell is moved further from the point of impact, out ofthe path of the impact or protected by the chassis of the vehicle.

In various embodiments, the outer shell may be an existing cylindricalsaddle fuel tank. In such embodiments, the inner shell and the crushsleeve are dimensioned to be received in the outer shell and operate inthe manner described above.

While the invention has been described with reference to a preferredembodiment, it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the spirit and scope of theinvention as defined in the accompanying claims. In particular, it willbe clear to those skilled in the art that the present invention may beembodied in other specific forms, structures, arrangements, proportions,sizes, and with other elements, materials, and components, withoutdeparting from the spirit or essential characteristics thereof. Oneskilled in the art will appreciate that the invention may be used withmany modifications of structure, arrangement, proportions, sizes,materials, and components and otherwise, used in the practice of theinvention, which are particularly adapted to specific environments andoperative requirements without departing from the principles of thepresent invention. The presently disclosed embodiments are therefore tobe considered in all respects as illustrative and not restrictive, thescope of the invention being defined by the appended claims, and notlimited to the foregoing description or embodiments.

1. A compartment for storing an energy source in a vehicle, thecompartment comprising: a first structure maintained in positionrelative to the vehicle during normal operation of the vehicle; a secondstructure which holds the energy source, the second structure positionedproximate the first structure, the second structure maintained inposition relative to the first structure and relative to the vehicleduring normal operation of the vehicle; wherein during an impact to thevehicle, the second structure is configured to move independent of thefirst structure i) in a direction which is horizontal or lateral to thedirection of a longitudinal axis of the vehicle, ii) in a directionwhich is vertical or perpendicular to the direction of the longitudinalaxis of the vehicle, iii) in a direction which is in line with thelongitudinal axis of the vehicle, iv) rotationally about a horizontalaxis, v) rotationally about a first vertical axis, vi) rotationallyabout a second vertical axis, or vii) in a direction which is acombination of any or all of i), ii, iii), iv), v) and/or vi).
 2. Thecompartment for storing the energy source in the vehicle as recited inclaim 1, wherein a portion of energy or forces associated with theimpact is absorbed by the first structure, reducing the energy or forcetransferred to the second structure.
 3. The compartment for storing theenergy source in the vehicle as recited in claim 1, wherein during theimpact to the vehicle, the first structure is configured to move i) in adirection which is horizontal or lateral to the direction of alongitudinal axis of the vehicle, ii) in a direction which is verticalor perpendicular to the direction of the longitudinal axis of thevehicle, iii) in a direction which is in line with the longitudinal axisof the vehicle, iv) rotationally about a horizontal axis, v)rotationally about a first vertical axis, vi) rotationally about asecond vertical axis, or vii) in a direction which is a combination ofany or all of i), ii, iii), iv), v) and/or vi).
 4. The compartment forstoring the energy source in the vehicle as recited in claim 1, whereinthe second structure is a fuel tank.
 5. The compartment for storing theenergy source in the vehicle as recited in claim 1, wherein the secondstructure and/or the first structure has a coating provided thereon toallow the second structure to engage the first structure without causingexcessive wear to the second structure or the first structure.
 6. Thecompartment for storing the energy source in the vehicle as recited inclaim 1, wherein a hazard control material is provided between the firststructure and the second structure.
 7. The compartment for storing theenergy source in the vehicle as recited in claim 3, wherein a deformablestructure is provided between the first structure and the secondstructure.
 8. The compartment for storing the energy source in thevehicle as recited in claim 3, wherein at least one deformable zone isprovided on the second structure, wherein during the impact to thevehicle, the at least one deformable zone compresses or is deformed. 9.The compartment for storing the energy source in the vehicle as recitedin claim 3, wherein the second structure has a sealed bladder whichextends circumferentially around portions of the second structure. 10.The compartment for storing the energy source in the vehicle as recitedin claim 9, wherein the second structure has a valve, whereby thecontrolled release of the energy source into the sealed bladder duringthe impact occurs.
 11. A container for storing the energy source for usein a vehicle, the container comprising: a protective outer structuremaintained in position relative to the vehicle during normal operationof the vehicle; an inner structure which holds the energy source, theinner structure positioned in the outer structure, the inner structuremaintained in position relative to the outer structure and relative tothe vehicle during normal operation of the vehicle; wherein during animpact to the vehicle, the inner structure moves independent of theouter structure and the vehicle allowing the inner structure to be movedaxially and/or radially relative to the outer structure and the vehicleto a position in which the inner structure is moved further from thepoint of impact, out of the path of the impact or protected by a chassisof the vehicle and/or the outer structure; wherein during the impact tothe vehicle, the movement of the inner structure independent of theouter structure and the vehicle allows a portion of the energy or theforces associated with the impact to be absorbed by the outer structure,reducing the energy or force transferred to the inner structure.
 12. Thecontainer for storing the energy source in the vehicle as recited inclaim 11, wherein during the impact to the vehicle, the inner structureis configured to move i) in a direction which is horizontal or lateralto the direction of a longitudinal axis of the vehicle, ii) in adirection which is vertical or perpendicular to the direction of thelongitudinal axis of the vehicle, iii) in a direction which is in linewith the longitudinal axis of the vehicle, iv) rotationally about ahorizontal axis, v) rotationally about a first vertical axis, vi)rotationally about a second vertical axis, or vii) in a direction whichis a combination of any or all of i), ii, iii), iv), v) and/or vi). 13.The container for storing the energy source in the vehicle as recited inclaim 12, wherein the inner structure is deformable.
 14. The containerfor storing the energy source in the vehicle as recited in claim inclaim 13, wherein the inner structure is a fuel tank.
 15. The containerfor storing the energy source in the vehicle as recited in claim 11,wherein during the impact to the vehicle, the outer structure isconfigured to move i) in a direction which is horizontal or lateral tothe direction of a longitudinal axis of the vehicle, ii) in a directionwhich is vertical or perpendicular to the direction of the longitudinalaxis of the vehicle, iii) in a direction which is in line with thelongitudinal axis of the vehicle, iv) rotationally about a horizontalaxis, v) rotationally about a first vertical axis, vi) rotationallyabout a second vertical axis, or vii) in a direction which is acombination of any or all of i), ii, iii), iv), v) and/or vi).
 16. Thecontainer for storing the energy source in the vehicle as recited inclaim 15, wherein the outer structure is deformable.
 17. The containerfor storing the energy source in the vehicle as recited in claim 11,wherein the inner structure and/or the outer structure has a coatingprovided thereon to allow the inner structure to engage the outerstructure without causing excessive wear to the inner structure or theouter structure.
 18. The container for storing the energy source in thevehicle as recited in claim 11, wherein a hazard control material isprovided between the outer structure and the inner structure.
 19. Thecontainer for storing the energy source in the vehicle as recited inclaim 11, wherein one or more energy absorbing devices are providedbetween the outer structure and the inner structure.
 20. The containerfor storing the energy source in the vehicle as recited in claim 11,wherein the outer structure is mounted to the vehicle, wherein the outershell is released from the vehicle when the energy or the forcesassociated with the impact are realized.